CN114734971B - Vehicle brake control system, control method and vehicle - Google Patents
Vehicle brake control system, control method and vehicle Download PDFInfo
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- CN114734971B CN114734971B CN202210476274.2A CN202210476274A CN114734971B CN 114734971 B CN114734971 B CN 114734971B CN 202210476274 A CN202210476274 A CN 202210476274A CN 114734971 B CN114734971 B CN 114734971B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/341—Systems characterised by their valves
- B60T8/342—Pneumatic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
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- Regulating Braking Force (AREA)
Abstract
The application provides a vehicle braking control system, a control method and a vehicle, wherein the control system comprises the following components: the device comprises a first two-way check valve arranged on a front braking air path between a braking master pump and a front relay valve, a second two-way check valve arranged on a rear braking air path between the braking master pump and the relay valve, a first normally closed electromagnetic valve, a second normally closed electromagnetic valve, a first normally open electromagnetic valve, a second normally open electromagnetic valve and a control unit; the control method comprises the following steps: acquiring the front axle temperature and the rear axle temperature of the vehicle; controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the first normally closed electromagnetic valve, the second normally closed electromagnetic valve, the first normally open electromagnetic valve, the second normally open electromagnetic valve. The vehicle braking control system and the control method are used for solving the problem of overlarge temperature difference between the front axle and the rear axle caused by inconsistent abrasion of the brake pads, so that the reliability of the vehicle braking system is improved.
Description
Technical Field
The present disclosure relates to the field of control of vehicle brake systems, and in particular, to a vehicle brake control system, a control method, and a vehicle.
Background
In an air pressure anti-lock brake system (antilock brake system, ABS) of a vehicle, because the lengths of air pipes connecting a front axle and a brake air path connecting a rear axle are different, when a driver presses down a brake pedal, the response speeds of the brakes of the front axle and the rear axle are different, so that the brake pads of the brakes of a certain axle may be worn too fast, and the braking of the vehicle is problematic.
In the related art, a manner of increasing a gap between brake pads is generally adopted to maintain uniform wear of brake pads of respective brakes. However, such a mode requires manual adjustment by a human, has low precision, and cannot thoroughly solve the problem of inconsistent wear degree of the brake pad.
Disclosure of Invention
The application aims to provide a vehicle braking control system, a control method and a vehicle, which are used for solving the problems of inconsistent brake pad abrasion and overlarge temperature difference of a front axle and a rear axle caused by unbalanced braking force of the front axle and the rear axle so as to improve the reliability of the vehicle braking system.
The present application provides a vehicle brake control system, comprising:
a first two-way check valve arranged on a front brake air path between a brake master cylinder and a front relay valve, a second two-way check valve arranged on a rear brake air path between the brake master cylinder and the rear relay valve, a first normally closed electromagnetic valve, a second normally closed electromagnetic valve, a first normally open electromagnetic valve, a second normally open electromagnetic valve and a control unit; the first air inlet of the first two-way check valve is connected with the brake master cylinder; the second air inlet of the first two-way check valve is connected with the air outlet of the first normally-closed electromagnetic valve; the first air inlet of the second two-way check valve is connected with the brake master cylinder; the second air inlet of the second two-way check valve is connected with the air outlet of the second normally closed electromagnetic valve; the air inlet of the first normally-closed electromagnetic valve is connected with the front air storage device; the air inlet of the second normally closed electromagnetic valve is connected with the rear air storage device; the air inlet of the first normally open electromagnetic valve is connected with the air outlet of the first double-way check valve, and the air outlet of the first normally open electromagnetic valve is connected with the control port of the front relay valve; the air inlet of the second normally open electromagnetic valve is connected with the air outlet of the second two-way check valve, and the air outlet of the second normally open electromagnetic valve is connected with the control port of the subsequent valve; the control unit is used for controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature of the vehicle: the first normally-closed electromagnetic valve, the second normally-closed electromagnetic valve, the first normally-open electromagnetic valve and the second normally-open electromagnetic valve.
Optionally, the control unit is specifically configured to reduce the opening and closing degree of the first normally open electromagnetic valve to reduce the brake air pressure of the front brake air path if the front axle temperature is greater than the rear axle temperature when the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold; or, the control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve to reduce the brake air pressure of the rear brake air path if the front axle temperature is less than the rear axle temperature when the temperature difference is greater than or equal to the first temperature threshold and less than the second temperature threshold.
Optionally, the control unit is specifically configured to reduce the opening and closing degree of the first normally open electromagnetic valve and control the second normally closed electromagnetic valve to open when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is greater than the rear axle temperature; or the control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve and control the first normally closed electromagnetic valve to open when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is less than the rear axle temperature.
Optionally, the control unit is specifically configured to, in a process of reducing the brake air pressure of the target brake air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches a first air pressure variation threshold, make the brake air pressure of the target brake air path keep stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target brake air path; or, the control unit is specifically configured to, in a process of increasing the brake air pressure of the target brake air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches a second air pressure variation threshold, make the brake air pressure of the target brake air path keep stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target brake air path; the target braking air circuit is any one of the front braking air circuit and the rear braking air circuit.
The application also provides a vehicle brake control method, comprising the following steps:
acquiring the front axle temperature and the rear axle temperature of the vehicle; controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the system comprises a first normally-closed electromagnetic valve of a vehicle, a second normally-closed electromagnetic valve of the vehicle, a first normally-open electromagnetic valve of the vehicle and a second normally-open electromagnetic valve of the vehicle.
Optionally, the controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: a first normally closed solenoid valve for a vehicle, a second normally closed solenoid valve for a vehicle, a first normally open solenoid valve for a vehicle, a second normally open solenoid valve for a vehicle, comprising: when the temperature difference is greater than or equal to a first temperature threshold value and less than a second temperature threshold value, if the front axle temperature is greater than the rear axle temperature, reducing the opening degree of the first normally open electromagnetic valve so as to reduce the braking air pressure of a front braking air path of the vehicle; or if the temperature difference is greater than or equal to the first temperature threshold and less than the second temperature threshold, if the front axle temperature is less than the rear axle temperature, reducing the opening and closing degree of the second normally open electromagnetic valve so as to reduce the braking air pressure of a rear braking air path of the vehicle.
Optionally, the controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: a first normally closed solenoid valve for a vehicle, a second normally closed solenoid valve for a vehicle, a first normally open solenoid valve for a vehicle, a second normally open solenoid valve for a vehicle, comprising: when the temperature difference is greater than or equal to the second temperature threshold value and the front axle temperature is greater than the rear axle temperature, reducing the opening degree of the first normally-open electromagnetic valve and controlling the second normally-closed electromagnetic valve to be opened; or when the temperature difference is greater than or equal to the second temperature threshold value and the front axle temperature is less than the rear axle temperature, reducing the opening and closing degree of the second normally-open electromagnetic valve and controlling the first normally-closed electromagnetic valve to be opened.
Optionally, the controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: a first normally closed solenoid valve for a vehicle, a second normally closed solenoid valve for a vehicle, a first normally open solenoid valve for a vehicle, a second normally open solenoid valve for a vehicle, comprising: in the process of reducing the braking air pressure of a target braking air circuit, if the air pressure variation of an air inlet of a relay valve corresponding to the target braking air circuit reaches a first air pressure variation threshold value, the braking air pressure of the target braking air circuit is kept stable by adjusting the opening and closing degree of a normally open electromagnetic valve corresponding to the target braking air circuit; or in the process of increasing the braking air pressure of the target braking air circuit, if the air pressure variation of the air inlet of the relay valve corresponding to the target braking air circuit reaches a second air pressure variation threshold value, the braking air pressure of the target braking air circuit is kept stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target braking air circuit; the target braking air circuit is any one of a front braking air circuit of the vehicle and a rear braking air circuit of the vehicle.
The present application also provides a computer program product comprising computer programs/instructions which when executed by a processor implement the steps of a vehicle brake control method as described in any one of the above.
The application also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the vehicle brake control method as described in any one of the above when executing the program.
The present application also provides a vehicle mounted with a vehicle brake control system for implementing the steps of any of the vehicle brake control methods described above.
The present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of a vehicle brake control method as described in any of the above.
According to the vehicle braking control system, the control method and the vehicle, the braking air pressure of the front and rear braking air paths can be adjusted according to the temperature difference of the front and rear axles, so that the balanced distribution of the braking force of the front and rear axles is realized, the problem that the abrasion degree of the brake pad is inconsistent due to unbalanced braking force of the front and rear axles is avoided, and the problem that the temperature difference of the front and rear axles is overlarge is solved, and the reliability of a braking system is effectively improved.
Drawings
In order to more clearly illustrate the technical solutions of the present application or the prior art, the following description will briefly introduce the drawings used in the embodiments or the description of the prior art, and it is obvious that, in the following description, the drawings are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a vehicle brake control system provided herein;
FIG. 2 is a flow chart of a vehicle brake control method provided herein;
fig. 3 is a schematic structural diagram of an electronic device provided in the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application, and it is apparent that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
The terms first, second and the like in the description and in the claims, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged, as appropriate, such that embodiments of the present application may be implemented in sequences other than those illustrated or described herein, and that the objects identified by "first," "second," etc. are generally of a type and not limited to the number of objects, e.g., the first object may be one or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.
In an air pressure anti-lock brake system (antilock brake system, ABS) of a vehicle, a gap between a brake pad and a brake drum of the brake is generally 0.8 mm to 1.2 mm, and lengths of air pipes of the vehicle connected to a front axle and a rear axle are also different, and when a driver steps on a brake pedal, response speeds of brakes of different axles may be different. If the difference value is larger, the brake temperature of a certain axle is possibly too high, so that the braking performance is influenced, meanwhile, the abrasion of a brake pad of the brake of the axle is also more serious, and further, the situation that the brake failure of the axle on one side of the vehicle occurs in the form process can be caused, so that the road traffic safety is seriously threatened.
In the related art, the purpose of balancing braking forces of front and rear axles can be achieved by adjusting the gap between the brake pad and the brake drum of the axle with higher temperature. However, such an adjustment mode is relatively backward, the precision is low, and the problem that the temperature difference between the front axle and the rear axle is too large due to inconsistent abrasion of the brake pads cannot be thoroughly solved.
In order to solve the technical problems, the embodiment of the application provides a vehicle brake control system and a corresponding vehicle brake control method, which are used for solving the problem of overlarge temperature difference between a front axle and a rear axle caused by inconsistent abrasion of brake pads so as to improve the reliability of the vehicle brake system.
The vehicle brake control system provided by the embodiment of the application is described in detail below by means of specific embodiments and application scenes thereof with reference to the accompanying drawings.
In order to execute the vehicle brake control method provided by the embodiment of the present application, the embodiment of the present application improves an existing brake system, as shown in fig. 1, and is a vehicle brake control system provided by the embodiment of the present application, where the system includes: the brake system comprises a first two-way check valve 01 arranged on a front brake air path between a brake master cylinder and a front relay valve, a second two-way check valve 02 arranged on a rear brake air path between the brake master cylinder and the rear relay valve, a first normally closed electromagnetic valve 03, a second normally closed electromagnetic valve 04, a first normally open electromagnetic valve, a second normally open electromagnetic valve and a control unit.
The first and second normally open solenoid valves may be different solenoid valves or may be two different paths controlled by the same solenoid valve, and fig. 1 illustrates two different paths controlled by the same solenoid valve as the first and second normally open solenoid valves.
Illustratively, as shown in fig. 1, the first air inlet of the first two-way check valve is connected with the brake master cylinder; the second air inlet of the first two-way check valve is connected with the air outlet of the first normally-closed electromagnetic valve; the first air inlet of the second two-way check valve is connected with the brake master cylinder; and a second air inlet of the second two-way check valve is connected with an air outlet of the second normally-closed electromagnetic valve.
Illustratively, as shown in fig. 1, the air inlet of the first normally-closed electromagnetic valve is connected with the front air storage device; the air inlet of the second normally closed electromagnetic valve is connected with the rear air storage device; the first normally closed electromagnetic valve is used for lifting the braking air pressure of the first braking air circuit; and the second normally closed electromagnetic valve is used for lifting the braking air pressure of the second braking air circuit.
It can be understood that when the control unit controls the first normally closed electromagnetic valve 03 to be opened, high-pressure gas in the front gas storage device enters the front brake gas path, so that the brake air pressure of the two brakes of the front axle is improved.
The vehicle axle (including front axle and rear axle) is connected with the frame (or bearing body) through the suspension, and wheels and brakes for controlling the braking of the wheels are arranged at two ends of the vehicle axle.
Illustratively, as shown in fig. 1, the air inlet of the first normally open electromagnetic valve is connected with the air outlet of the first two-way check valve, and the air outlet of the first normally open electromagnetic valve is connected with the control port of the front relay valve; the air inlet of the second normally open electromagnetic valve is connected with the air outlet of the second two-way check valve, and the air outlet of the second normally open electromagnetic valve is connected with the control port of the subsequent valve.
The gas outlet of the normally open electromagnetic valve is connected with the control port of the relay valve, and the control port of the relay valve is used for controlling the flow of gas entering the brake through the gas inlet. The greater the pressure of the air entering the control port, the greater the pressure of the air entering the brake. By adjusting the pressure of the gas entering the control port of the relay valve, the brake pressure of the corresponding brake can be adjusted.
The control unit is used for controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature of the vehicle: the first normally-closed electromagnetic valve, the second normally-closed electromagnetic valve, the first normally-open electromagnetic valve and the second normally-open electromagnetic valve.
The control unit may be an electronic control unit (Electronic Control Unit, ECU) of the vehicle, for example. The ECU is used as a micro control system of the vehicle, and can perform fault diagnosis on the state of the vehicle according to sensor information acquired by each sensor of the vehicle. At the same time, the ECU is also able to control the vehicle, for example, to adjust engine performance parameters and the like.
For example, the vehicle front axle temperature may be an average temperature of a left front brake and a right front brake of the front axle. The vehicle rear axle temperature may be an average temperature of a left rear brake and a right rear brake of the rear axle. As shown in fig. 1, the temperatures of the front left brake, the front right brake, the rear left brake, and the rear right brake can be obtained by the temperature sensors 1#, 2#, 3#, and 4#, and the front axle temperature and the rear axle temperature can be obtained.
For example, when the temperature difference between the front axle temperature and the rear axle temperature is large, it means that the braking force of the brake of the front axle and the braking force of the brake of the rear axle are large, and balance adjustment is required.
The method specifically can achieve the purpose of balancing the braking force of the front axle and the rear axle by opening the normally closed electromagnetic valve to increase the braking air pressure of the corresponding braking air channel and adjusting the air flow of the normally open electromagnetic valve to reduce the braking air pressure of the corresponding braking air channel.
Alternatively, in the embodiment of the application, the braking system may be adjusted by setting a temperature threshold when the difference between the front and rear axle temperatures is large.
The control unit is specifically configured to reduce the opening and closing degree of the first normally open solenoid valve to reduce the brake air pressure of the front brake air path if the front axle temperature is greater than the rear axle temperature when the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold.
The control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve to reduce the brake air pressure of the rear brake air path if the front axle temperature is less than the rear axle temperature when the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold.
During the running process of the vehicle, the control unit acquires the brake temperatures acquired by the temperature sensors in real time, and calculates the temperature difference between the front axle and the rear axle. Based on the temperature difference, it is determined whether there is a problem of braking force imbalance. When the temperature difference is large, the opening and closing degree of the normally open electromagnetic valve of the axle with high temperature is reduced, so that the air pressure entering the control port of the relay valve is reduced, and the braking air pressure of the brake of the axle is further reduced.
Optionally, in the embodiment of the application, when the temperature difference between the front axle and the rear axle is particularly large, the braking air pressure of the front braking air circuit and the rear braking air circuit can be adjusted simultaneously, so that the purpose of quickly balancing the braking force of the rear axle of the bridge is achieved.
The control unit is specifically configured to reduce the opening and closing degree of the first normally-open electromagnetic valve and control the second normally-closed electromagnetic valve to be opened when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is greater than the rear axle temperature.
The control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve and control the first normally closed electromagnetic valve to be opened when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is less than the rear axle temperature.
It will be appreciated that when the temperature difference between the front and rear axles is greater than the second temperature threshold, this indicates that the braking system is required to provide a greater braking force to the vehicle, however, due to the imbalance in front and rear axle braking forces, a greater portion of the braking force demand is provided by the axle on one side, which in turn creates a greater temperature difference. At this time, the magnitude of the braking forces of the front and rear axles needs to be adjusted at the same time so that the braking forces of the front and rear axles can be balanced while the braking forces of the whole braking system are ensured.
Optionally, in the embodiment of the present application, in order to ensure that the vehicle has sufficient braking force, during the adjustment of the braking system, it is necessary to ensure that the brake air path is adjusted to a brake air pressure within a controllable range.
The control unit is specifically configured to, in a process of reducing the brake air pressure of the target brake air path, make the brake air pressure of the target brake air path remain stable by adjusting the opening and closing degree of the normally open solenoid valve corresponding to the target brake air path if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches the first air pressure variation threshold.
The control unit is specifically configured to, in a process of increasing the brake air pressure of the target brake air path, make the brake air pressure of the target brake air path remain stable by adjusting the opening and closing degree of the normally open solenoid valve corresponding to the target brake air path if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches a second air pressure variation threshold;
the target braking air circuit is any one of the front braking air circuit and the rear braking air circuit.
It will be appreciated that for either of the front and rear brake circuits, the amount of decrease in brake air pressure cannot exceed the first air pressure change threshold and the amount of increase in brake air pressure cannot exceed the second air pressure change threshold. The first air pressure change threshold value is a first proportion of an air inlet air pressure value of a relay valve of a brake air path; the second air pressure change threshold is a second proportion of an air inlet air pressure value of the relay valve of the brake air path.
For example, as shown in fig. 1, the target brake air path is taken as a front brake air path for illustration. The braking air pressure of the front braking air circuit is provided by the front air storage device. Meanwhile, the front gas storage device is further connected with a normally closed electromagnetic valve 03 (namely the first normally closed electromagnetic valve), when the braking air pressure of the front braking air circuit needs to be increased, the normally closed electromagnetic valve 03 can be opened, the air pressure entering a control port of the front relay valve is increased, and then the air pressure entering an air inlet of the front relay valve is increased. In the process of reducing the braking air pressure, the variation of the braking air pressure cannot exceed 25% of the air inlet air pressure of the relay valve (namely the first air pressure variation threshold value); during the increase of the brake air pressure, the amount of change in the brake air pressure cannot exceed 30% of the air inlet pressure of the relay valve (i.e., the second air pressure change threshold). The air pressure change value of the front brake air circuit is obtained by air pressure parameters acquired by the pressure sensor 3#.
It should be noted that, in the process of increasing the air pressure of the brake air path, the pressure of the brake air path does not exceed the air pressure of the front air storage device. The pressure sensor 1# is used for collecting the air pressure of the front air storage device.
According to the vehicle brake control system provided by the embodiment of the application, the brake air pressure of the front and rear brake air paths can be adjusted according to the temperature difference of the front and rear axles, so that the balanced distribution of the braking force of the front and rear axles is realized, the problem of inconsistent wear degree of the brake pad caused by unbalanced braking force of the front and rear axles is avoided, and the reliability of the brake system is effectively improved.
It should be noted that, in the vehicle brake control method provided in the embodiment of the present application, the execution body may be the vehicle brake control system described above, or a control unit in the vehicle brake control system for executing the vehicle brake control method. In the embodiment of the present application, a method for executing a vehicle brake control by a vehicle brake control system is taken as an example, and the vehicle brake control system provided in the embodiment of the present application is described.
In the embodiment of the application, the method is shown in the drawings. The vehicle brake control methods are each exemplified by one of the drawings in combination with the embodiments of the present application. In specific implementation, the vehicle brake control method shown in the above method drawings may be further implemented in combination with any other drawing that may be combined and illustrated in the above embodiment, and will not be described herein.
The vehicle brake control method provided in the present application is described below, and the vehicle brake control method described below and the vehicle brake control method described above may be referred to in correspondence with each other.
Fig. 2 is a schematic flow chart of a vehicle brake control method for a vehicle brake control system according to an embodiment of the present application, as shown in fig. 2, the method includes the following steps 201 and 202:
Optionally, the step 202 may include the following step 202a1 or step 202a2:
in step 202a1, if the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold, if the front axle temperature is greater than the rear axle temperature, the opening and closing degree of the first normally open electromagnetic valve is reduced so as to reduce the brake air pressure of a front brake air path of the vehicle.
Step 202a2, if the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold, reducing the opening and closing degree of the second normally open electromagnetic valve to reduce the brake air pressure of a rear brake air path of the vehicle if the front axle temperature is less than the rear axle temperature.
Optionally, the step 202 may further include the following step 202b1 or step 202b2:
step 202b1, reducing the opening and closing degree of the first normally-open electromagnetic valve and controlling the second normally-closed electromagnetic valve to open when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is greater than the rear axle temperature.
Step 202b2, when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is less than the rear axle temperature, reducing the opening and closing degree of the second normally open electromagnetic valve, and controlling the first normally closed electromagnetic valve to be opened.
Optionally, the step 202 may further include the following step 202a3 or step 202a4:
in step 202a3, in the process of reducing the brake air pressure of the target brake air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches the first air pressure variation threshold, the brake air pressure of the target brake air path is kept stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target brake air path.
In step 202a4, in the process of increasing the braking air pressure of the target braking air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target braking air path reaches the second air pressure variation threshold, the opening and closing degree of the normally open electromagnetic valve corresponding to the target braking air path is adjusted, so that the braking air pressure of the target braking air path is kept stable.
The target braking air circuit is any one of a front braking air circuit of the vehicle and a rear braking air circuit of the vehicle.
It should be noted that, each feature of each step in the above-mentioned vehicle brake control method has been described in detail in the above-mentioned embodiment of the vehicle brake control system, and in order to avoid repetition, a detailed description is omitted here.
According to the vehicle braking control method, the braking air pressure of the front and rear braking air paths can be adjusted according to the temperature difference of the front and rear axles, so that the balanced distribution of the braking force of the front and rear axles is realized, the problem of inconsistent wear degree of the brake pads caused by unbalanced braking force of the front and rear axles is avoided, and the reliability of a braking system is effectively improved.
The present application also provides a vehicle having a vehicle brake control system mounted thereon for implementing the steps of any one of the vehicle brake control methods described above.
Fig. 3 illustrates a physical schematic diagram of an electronic device, as shown in fig. 3, where the electronic device may include: processor 310, communication interface (Communications Interface) 320, memory 330 and communication bus 340, wherein processor 310, communication interface 320, memory 330 accomplish communication with each other through communication bus 340. The processor 310 may invoke logic instructions in the memory 330 to perform a vehicle brake control method comprising: acquiring the front axle temperature and the rear axle temperature of the vehicle; controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the system comprises a first normally-closed electromagnetic valve of a vehicle, a second normally-closed electromagnetic valve of the vehicle, a first normally-open electromagnetic valve of the vehicle and a second normally-open electromagnetic valve of the vehicle.
Further, the logic instructions in the memory 330 described above may be implemented in the form of software functional units and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In another aspect, the present application also provides a computer program product comprising a computer program stored on a computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to perform the method of controlling vehicle braking provided by the methods described above, the method comprising: acquiring the front axle temperature and the rear axle temperature of the vehicle; controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the system comprises a first normally-closed electromagnetic valve of a vehicle, a second normally-closed electromagnetic valve of the vehicle, a first normally-open electromagnetic valve of the vehicle and a second normally-open electromagnetic valve of the vehicle.
In yet another aspect, the present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the above-provided vehicle brake control methods, the method comprising: acquiring the front axle temperature and the rear axle temperature of the vehicle; controlling at least one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the system comprises a first normally-closed electromagnetic valve of a vehicle, a second normally-closed electromagnetic valve of the vehicle, a first normally-open electromagnetic valve of the vehicle and a second normally-open electromagnetic valve of the vehicle.
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.
Claims (10)
1. A vehicle brake control system, characterized by comprising: a first two-way check valve arranged on a front brake air path between a brake master cylinder and a front relay valve, a second two-way check valve arranged on a rear brake air path between the brake master cylinder and the rear relay valve, a first normally closed electromagnetic valve, a second normally closed electromagnetic valve, a first normally open electromagnetic valve, a second normally open electromagnetic valve and a control unit;
the first air inlet of the first two-way check valve is connected with the brake master cylinder; the second air inlet of the first two-way check valve is connected with the air outlet of the first normally-closed electromagnetic valve; the first air inlet of the second two-way check valve is connected with the brake master cylinder; the second air inlet of the second two-way check valve is connected with the air outlet of the second normally closed electromagnetic valve;
the air inlet of the first normally-closed electromagnetic valve is connected with the front air storage device; the air inlet of the second normally closed electromagnetic valve is connected with the rear air storage device;
the air inlet of the first normally open electromagnetic valve is connected with the air outlet of the first double-way check valve, and the air outlet of the first normally open electromagnetic valve is connected with the control port of the front relay valve; the air inlet of the second normally open electromagnetic valve is connected with the air outlet of the second two-way check valve, and the air outlet of the second normally open electromagnetic valve is connected with the control port of the subsequent valve;
the control unit is used for controlling any one of the following according to the temperature difference between the front axle temperature and the rear axle temperature of the vehicle: the first normally open solenoid valve, the second normally open solenoid valve, the first normally open solenoid valve and the second normally closed solenoid valve, the second normally open solenoid valve and the first normally closed solenoid valve.
2. The vehicle brake control system according to claim 1, characterized in that,
the control unit is specifically configured to reduce the opening and closing degree of the first normally open electromagnetic valve to reduce the brake air pressure of the front brake air path if the front axle temperature is greater than the rear axle temperature when the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold;
or alternatively, the process may be performed,
the control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve to reduce the brake air pressure of the rear brake air path if the front axle temperature is less than the rear axle temperature when the temperature difference is greater than or equal to a first temperature threshold and less than a second temperature threshold.
3. The vehicle brake control system according to claim 2, characterized in that,
the control unit is specifically configured to reduce the opening and closing degree of the first normally-open electromagnetic valve and control the second normally-closed electromagnetic valve to open when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is greater than the rear axle temperature;
or alternatively, the process may be performed,
the control unit is specifically further configured to reduce the opening and closing degree of the second normally open electromagnetic valve and control the first normally closed electromagnetic valve to open when the temperature difference is greater than or equal to the second temperature threshold and the front axle temperature is less than the rear axle temperature.
4. The vehicle brake control system according to claim 3, characterized in that,
the control unit is specifically configured to, in a process of reducing the brake air pressure of the target brake air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches a first air pressure variation threshold, make the brake air pressure of the target brake air path keep stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target brake air path;
or alternatively, the process may be performed,
the control unit is specifically configured to, in a process of increasing the brake air pressure of the target brake air path, if the air pressure variation of the air inlet of the relay valve corresponding to the target brake air path reaches a second air pressure variation threshold, make the brake air pressure of the target brake air path keep stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target brake air path;
the target braking air circuit is any one of the front braking air circuit and the rear braking air circuit.
5. A vehicle brake control method, characterized by being applied to the vehicle brake control system according to claim 1, the method comprising:
acquiring the front axle temperature and the rear axle temperature of the vehicle;
controlling any one of the following according to the temperature difference between the front axle temperature and the rear axle temperature: the system comprises a first normally open electromagnetic valve of a vehicle, a second normally open electromagnetic valve of the vehicle, a first normally open electromagnetic valve of the vehicle and a second normally closed electromagnetic valve of the vehicle, a second normally open electromagnetic valve of the vehicle and a first normally closed electromagnetic valve of the vehicle.
6. The vehicle brake control method according to claim 5, characterized in that the control is performed in accordance with a temperature difference between the front axle temperature and the rear axle temperature, by either: a first normally open solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle, a first normally open solenoid valve of a vehicle and a second normally closed solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle and a first normally closed solenoid valve of a vehicle, comprising:
when the temperature difference is greater than or equal to a first temperature threshold value and less than a second temperature threshold value, if the front axle temperature is greater than the rear axle temperature, reducing the opening degree of the first normally open electromagnetic valve so as to reduce the braking air pressure of a front braking air path of the vehicle;
or alternatively, the process may be performed,
and if the front axle temperature is smaller than the rear axle temperature under the condition that the temperature difference is larger than or equal to a first temperature threshold value and smaller than a second temperature threshold value, reducing the opening and closing degree of the second normally open electromagnetic valve so as to reduce the braking air pressure of a rear braking air path of the vehicle.
7. The vehicle brake control method according to claim 6, characterized in that the control is performed in accordance with a temperature difference between the front axle temperature and the rear axle temperature, by either: a first normally open solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle, a first normally open solenoid valve of a vehicle and a second normally closed solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle and a first normally closed solenoid valve of a vehicle, comprising:
when the temperature difference is greater than or equal to the second temperature threshold value and the front axle temperature is greater than the rear axle temperature, reducing the opening degree of the first normally-open electromagnetic valve and controlling the second normally-closed electromagnetic valve to be opened;
or alternatively, the process may be performed,
and under the condition that the temperature difference is larger than or equal to the second temperature threshold value and the front axle temperature is smaller than the rear axle temperature, reducing the opening and closing degree of the second normally-open electromagnetic valve and controlling the first normally-closed electromagnetic valve to be opened.
8. The vehicle brake control method according to claim 5, characterized in that the control is performed in accordance with a temperature difference between the front axle temperature and the rear axle temperature, by either: a first normally open solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle, a first normally open solenoid valve of a vehicle and a second normally closed solenoid valve of a vehicle, a second normally open solenoid valve of a vehicle and a first normally closed solenoid valve of a vehicle, comprising:
in the process of reducing the braking air pressure of a target braking air circuit, if the air pressure variation of an air inlet of a relay valve corresponding to the target braking air circuit reaches a first air pressure variation threshold value, the braking air pressure of the target braking air circuit is kept stable by adjusting the opening and closing degree of a normally open electromagnetic valve corresponding to the target braking air circuit;
or alternatively, the process may be performed,
in the process of increasing the braking air pressure of the target braking air circuit, if the air pressure variation of the air inlet of the relay valve corresponding to the target braking air circuit reaches a second air pressure variation threshold value, the braking air pressure of the target braking air circuit is kept stable by adjusting the opening and closing degree of the normally open electromagnetic valve corresponding to the target braking air circuit;
the target braking air circuit is any one of a front braking air circuit of the vehicle and a rear braking air circuit of the vehicle.
9. A vehicle having mounted thereon a vehicle brake control system for implementing the steps of the vehicle brake control method according to any one of claims 5 to 8.
10. A computer-readable storage medium, characterized in that a computer program is stored thereon, which, when executed by a processor, implements the steps of the vehicle brake control method according to any one of claims 5 to 8.
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| CN202210476274.2A CN114734971B (en) | 2022-04-29 | 2022-04-29 | Vehicle brake control system, control method and vehicle |
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| CN202210476274.2A CN114734971B (en) | 2022-04-29 | 2022-04-29 | Vehicle brake control system, control method and vehicle |
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